Box-car.



W E. FWLERF Slm.

BOX UAR.

M'Pmommm mmm Nov. 1s, 1912.

-lfmantad Nov. M5., 1913.

fr d 'UNITED srnlnsrnrnur onirica.

WILLIAM E. FOWLER, SR., OE CHICAGO, ILLINOIS, ASSIGNGR T0 THE FOWLER GAR COMPANY, F CHICAGO, ILLINOIS, A CGRPORATION OF ILLINOIS.

IBOX-GAR.

Letonia.

Specification of Letters Patent.

Patented Nov. 18, 1913.

,applicaties and November 1e, 1912. serial No. 732,061.

To all whom it may concern:

Be it known that I, WmLLiM E. FoWLER,

Sr., a citizen of the United States, residing at Chicago, in the county of Cook and Sta-te ci illinois, have invented certain new' and useful Iniprorements 1n Box-Cars, of which the following1 is a specification. My invention relates to railway cars, and

` all of which present points of advantage,

but l have found 1n practice that a construction such as shown and described herein, provides a maximum strength and rigidity for the Weight of the material.

Difficulty has been experienced in provid: ing an adequate connection between the rertical and diagonal members and the top and bottom'silis These objections, I believe, have been overcome in the present construction.

The eiliciency of the design .here presented uiay'be said to be secured by the general :n.loption of the commercial. E section throughout the traine. Such section lends """elf peculiarly t0 this type of frame and provides the necessary rigidity to all parts thereof.

ll/ly invention Will be more 'readily under stood by. reference to the accompanying d ra wings, wherein,

Figure l is a side eleva-tion of' a portion ci* a. freight careonstructed in accordance with my invention; Fig. 2 is a transverse vertical section of one-half of the car, the section being .taken on' the line 2-2 of lFig;-

d; Fig. 3 is a similar' View taken onf line 3-3 of Fig. l; Fig. 4l is an enlarged fragmentary elevation of the upper end ot' the car; Figs. 5 and G are similar views slmwinpl 'die upper -sidc ot' the car; Fig. 7 is an enf hirged detail. showing the means for connecting top side-,plate and top endeplat-e; Fig. 8 is a detail elevation of the connectinganeans between the vertical, diagonal and top members; Fig. 9 is a similar detail showing the connect-ion between a single vertical post and the top-plate;`Fig. 10 is an enlarged View of the upper end of the con struction shown in Fig. 3; Fig. 11 is a continuation'of the View shown in Fig. 10, the line ou which the section is taken being: the same as that of Fig. l0. Fig. l?. is an inside' fragmentary elevation showing' the door-post construction; and Fig. 123 is a section on line l3-13 of Fig. 3 looking,` down- Wardly.

Referring more particularly to the drawings, it will be seen that the underfirame of the car consists of center-sills 20, body-bolster 2l, cross-bearers 22, channel side-sills Q3, and Z-bar licor-beams 24. Secured to such under-frame, and projecting upwardly therefrom, are side-posts 25, diagonale 2G, corner-angles 27 and end-posts 28. The doer-posts 29 serre to outline lthe door` opening, and form a part of the steel skeleton. The verticale 25, diagonale 2G, endposts 2S, and door-posts 20, are preferably of conuuerciai Z-bar construction; the corner-post- 27 may be ot' such Z-bar construction also, although I prefer the angle-bar shown.

The uppenplatesor members to which the vertical and diagonal posts are connected, consist of Z-bar side-plate 80, which may be of commercial form, and Z-bar end-plate 3l, preferablyv of pressed form. Carlines 32 tie together the top-plates 30 at points intermediate the ends thereof. The carlines and end-plates forni a support for a rootfstructure 33.

l have nowdescribed the skeleton frame in a general Way; the details thereof will now be described more spccilically.

[m tmrlcnfwzmc.-'ll1is uudc1'irame is of special construction in .several particulars. The channel ccntei-sills 20 are placed in their usual location. However, the bodyholsters and crcss-bcarers are speciallycom structed in order to providea scat for the Zsbar floor-sills 24, this necessitating' a change in the outline tliereolI and in the forni ci' connectionto the side-sills. These features arev covered in a co-pending application Serial No. 720,550 which resulted in Patent No. 1,062,701, dated MayQT, i913, and will not be speciiicallyl claimed herein.

The ccrtml pocta--The vertical posts are .preferably of Z-bar construction asl described, and are securely riveted to the] ,a invasie side-sills 23 through one flange of the Z-bar, the top end ofthe bar terminating short of the lower edge and beneath the outwardlyprojecting liange Bet of the side-plate 30. In order to secure a connection between these two members, I provide, as shown in Fig. 9, a gussetplate having rightangled flanges 36 in parallelism with ,the :flange 34 of the plate-sill and the web 37 of the vertical 25, suitable rivets 38 serving to connect the parts rigidly together. A very rigid connection is thus provided. The gusset plates and vertical posts are suitably slotted at intervals, the side-boards 38 formino' the single sheath of the car, being secured t ereto by meansvof bolts 39, the heads of the bolts being on the interior of the car.` j

The diagonale-The diagonals 26 are also of Z-bar construction, the upper ends thereof terminating just beneath the flange 34 of the top-plate and adjacent to a vertical posty 25, as best shown, in Fig. 8. Theterra@elifJ connection is similar to that shown in Fi 9 in that a gusset-plate L10, having outstan ing flanges 4l, provides for a connection to the webs of the diagonal and vertical posts and to the flange Blot the plata Thus, the three members are'rigidly secured.

The tandpasta-These posts 28 are also et Zbar construction, and, like the posts 25,v terminate beneath the flange 42 of the Zbar end-plate 3l. vIheform of connection to such flange is different. In this construction two angles 43 placedone on each side of the web of the post 28 and riveted thereto abut against the lower edge oi' the flange 42 and are riveted thereto. Thisormsa particularly desirable and rigidlconnection and is found necessary by theV excessive strain to be takenup by the end-posts, due to shocks in pulling and builing and shifting of the lading longitudinally of the car.

It will be noted also by reference to Figs. 2 and 3, that applicant provides four end posts to each end of the car. This secures the necessary rigidity and is an advance over the custom of employing but two end posts at each end. These end posts are shown in dotted lines.

The comerconsmctz'omw'lhe angles 27 form the means for binding the edges of the sideplanks and carrying their adequate share of the load imposed thereon. The connectionbetween such corner angles and the top end and side-plates is in the form of plates lll having a projecting-flange e5. The body of the plate is riveted to the angle, whereas the ange is riveted to the bottomiiange 42 of the end-plate and the bottom Harige Bel of the side-plate. Preferably, I provide separate plates ed, one for the end.

' and one for the side, although a single plate might be used if desired. The connection between the flanges of the plates, aswell as the connection between the ends of the side and end-plates is best shown in Fig. 7. The connection is formed by means ot a bent lplate 46 having rivet connection through both the flanges 34, 45 and 42, 4:5, and rivet if connection to the webs of the plates S0 and 3l.

The door construction. This construction as shown in Figs. IO to 13, also includes- Z-bars as elements. The posts 29 are ci Z-bar construction and are connected to the side-plate in the manner shown in Fig. 9. Riveted to one of the door-posts 29 `is a plate 47 which forms a sto for the closed sliding-door. As a thresho d I provide the angleliar 48 riveted to the web of the side sill 23. One of the rivets Li9 assisting in. se

curing this angleto the side-sill also secures an angle 50 to the side-sill, this angle having a connection to the web of the cross-bearer 22. This'isbest shown in'Fig. 3.-:A Z-bar llsecuredltofthe lower margin ofthe car fdoor- VA55?., coperating with guides 53 pre- ',Ventsthe outward swinging of the door.

'lhe top construction of the door as shown in Fig. 10, is as follows :l To the outwardly projecting tlangefl; of the :side-plate 30 is attached a plateyev'havi'ng a downturned marginal iiange 55,' the upper marginal edge of the door being seated behind thisfdownturned flange 55, a wearing plate 56. .engag ing therewith. The plate 5e forms track onlwhich the rollers of door-hangers 57 may ric e. y.

The car ladders on the'ends and sides of the car are formed by securing the ladderl rungs to the vertical members, as best shown .in Figs. 4 to 6 inclusive.

Oli the ends the rungs are attached to the an le corner-post 27 and to the end-post 28. n the side the rangs are attached to the corner-post angle 2'( and to an angle 58 extending vertically of the car between the side-sills and sideplates, being secured to the sideplate by means of angles 59.

It is obvious that many modifications might be made in the constructions here shown, and such modiiications as are within the scope of my claims I consider within the spirit of my invention.

Izolaim:

l. In a railway-car, the combination of a steel-skeleton composed of under-framing, side-posts, end and side lates, corner-posts,

vsaid end and side-plates icing of Z-bar construction, means for attaching theprojecting iianges ot said end and side plates at their ends, a single sheathing applied interiorly of said steel-skeleton, and a roof-structure, substantially as described.

2. In 'ai railway-car, the combination of a steel-skeleton composed of under-training, verticals, diagonals, end-posts, end and sideplates, all said verticals, diagonals and plates being of Z-bar construction, a liange el the bar side and end plates projecting outtvfaiflly in smell manuel' as te provide means for attachment 'to said' verticale, a reef structure, and a ,single interior sheathing, substantially as desei'ibed. l

'laln a railwayealg. tbe combination of a steel-skeleton eempesed of undei-1tiab1il1g, verticale, diagonale., end oats, end and side platee, the upper endse all said verticale, diagonale, and tandpasta terminating below the leweredgge oit said end and sideplates, slotted eonifieetingplates therefor, a single interim' sheathing, belts passed through eaifl'sheatbing and the slots in said plates whereby i'elative movement between said sheathing and plates. is peimtted, and a roel-structure, substantiallyl as described'.

Il. ln a iailwaymar, the combination of a steel-skeleton composed of undenframing, il-bai side and end-posts, Z-bai top-plates, the upper edge et said posts terminating short oi the lower edge of said plates, angleplates connecting said posts and sills, a roofsttuetui'e, and a single interior sheathing, substantially as described.

ln a railway-ear, the combination of a ,steelslieleten composed of undenframing, said under-:training includinggA angular sideaills, Edomvertieal posts secured to said sidesllls, Rber topplates, the upper ends et' said. posts terminating beneath the outn wardly-piejeeting flange of said plates, cenneetinganeaus between sad posts and plates,

a reotstruetuie, and a single ntefor sheathing, substantially as described.

6. 1n a railway-ear, theeombinaton of a Y skeleton frame .including under framing,

Z-ba1f vertical este, Ember diagonale Klaar top-plates; sai -Vettieal and da ,Gual posts terminating beneath tbe 4eutwalr lyprojeeting Hange of said plates, means for connectlng together said Vertical and dagonalf posts and platesb and a roofstructure, substantiallyes described.

7. lln aq railway-cer, the combination of a steellskeleton including angular side-sills, slotted lil-bar vertical posts, K-bar'end and side-plates, means for connecting the projeetnf; Bauges of said end 'and side plates,

e connecting means between said.

membei's, Z-bar eudand sideplates, and a plate cennecting the Webs and outwardly projectineF Hanges ol? said Z-bar end and side plates, substantially as described. i

WILLIAM FOWLWER, SR. lltnesses Unas. l?. MURPHY.

T. l), f Bomen. 

